JP6417248B2 - Vehicle control device - Google Patents
Vehicle control device Download PDFInfo
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- JP6417248B2 JP6417248B2 JP2015053627A JP2015053627A JP6417248B2 JP 6417248 B2 JP6417248 B2 JP 6417248B2 JP 2015053627 A JP2015053627 A JP 2015053627A JP 2015053627 A JP2015053627 A JP 2015053627A JP 6417248 B2 JP6417248 B2 JP 6417248B2
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- Prior art keywords
- control device
- vehicle
- ecu
- operation switch
- parking brake
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Classifications
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0816—Indicating performance data, e.g. occurrence of a malfunction
- G07C5/0825—Indicating performance data, e.g. occurrence of a malfunction using optical means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/08—Brake-action initiating means for personal initiation hand actuated
- B60T7/10—Disposition of hand control
- B60T7/107—Disposition of hand control with electrical power assistance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/0055—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/06—Management of faults, events, alarms or notifications
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/14—Session management
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/413—Plausibility monitoring, cross check, redundancy
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Physics & Mathematics (AREA)
- Signal Processing (AREA)
- Physics & Mathematics (AREA)
- Computer Networks & Wireless Communication (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Automation & Control Theory (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Control Of Transmission Device (AREA)
Description
本発明は、ＣＡＮ（Controller Area Network）などの車載ネットワークで接続された複数のＥＣＵ（Electronic Control Unit）を備える車両用制御装置に関する。 The present invention relates to a vehicle control device including a plurality of ECUs (Electronic Control Units) connected via an in-vehicle network such as a CAN (Controller Area Network).
車両に搭載されたＥＣＵで制御される電装品は多種にわたっており、様々な制御が行われている。例えば特許文献１には、ＥＣＵで制御される電動パーキングブレーキ装置が開示されており、イグニッション電源がオンで且つエンジンが停止中に、スロットル操作及びシフト操作に連動したパーキングブレーキの自動的な解除を禁止することによって、誤操作に対する安全性を向上させている。 There are a wide variety of electrical components controlled by an ECU mounted on a vehicle, and various controls are performed. For example, Patent Document 1 discloses an electric parking brake device that is controlled by an ECU, and automatically releases a parking brake in conjunction with a throttle operation and a shift operation when the ignition power is on and the engine is stopped. By prohibiting, safety against erroneous operation is improved.
ところで、近年は車両の電装化が進み、１車両当たりのＥＣＵの搭載数が増加している。多数のＥＣＵを搭載した車両用制御装置では、イグニッションオフ時の暗電流が増大するため、暗電流の低減要求が強くなっている。
しかしながら、上述した電動パーキングブレーキにあっては、作動スイッチがオン状態で固着（オン固着と称する）すると、ウェイクアップ信号がハイレベルに固定され、電動パーキングブレーキ用のＥＣＵを動作停止（スリープ）状態にできない虞がある。
By the way, in recent years, the number of ECUs per vehicle has increased as the number of electric vehicles has increased. In a vehicular control device equipped with a large number of ECUs, the dark current at the time of ignition off increases, so the demand for reducing the dark current is increasing.
However, in the electric parking brake described above, when the operation switch is fixed in the ON state (referred to as ON fixing), the wake-up signal is fixed at the high level, and the electric parking brake ECU is in the operation stopped (sleep) state. There is a possibility that you can not.
このため、イグニッションオフ時にも、当該ＥＣＵと他の電装品用のＥＣＵとのＣＡＮ通信が行われ、ＣＡＮウェイクアップ機能を有する他の電装品用のＥＣＵが動作継続状態となって消費電流の増加を招く。作動スイッチのオン固着が長く続くと、バッテリ上がりが起こることになる。
この問題は、電動パーキングブレーキに限らず、車載ネットワークで接続された複数のＥＣＵを備える車両用制御装置において、電装品の作動スイッチがオン状態で固着すると発生する。
For this reason, even when the ignition is turned off, CAN communication between the ECU and the ECU for other electrical components is performed, and the ECU for other electrical components having the CAN wake-up function is in an operation continuation state to increase current consumption. Invite. If the operation switch is kept on for a long time, the battery will run out.
This problem occurs not only in the electric parking brake but also in the vehicular control device including a plurality of ECUs connected by an in-vehicle network when the operation switch of the electrical component is fixed in the ON state.
本発明は上記のような事情に鑑みてなされたもので、その目的とするところは、電装品の作動スイッチがオン状態で固着した場合に、イグニッションオフ時の暗電流を低減できる車両用制御装置を提供することにある。 The present invention has been made in view of the circumstances as described above, and an object of the present invention is to provide a vehicle control device that can reduce a dark current when an ignition is turned off when an operation switch of an electrical component is fixed in an on state. Is to provide.
本発明の車両用制御装置は、第１及び第２の制御装置を含む複数の制御装置が、車載ネットワークを介して接続された車両に適用され、前記第１の制御装置は、作動スイッチのオンによりウェイクアップし、電装品を制御するとともに、前記第２の制御装置によって受信されるデータを前記車載ネットワークへ送信し、前記第２の制御装置は、他の制御装置からのデータの受信によってウェイクアップし、データを受信しないときにスリープするウェイクアップ機能を有し、前記作動スイッチがオン状態で固着し、且つイグニッションキーがオフの場合に、前記第１の制御装置から前記車載ネットワークへのデータ送信を停止、あるいは前記第１の制御装置を受信限定モードにする、ことを特徴とする。 The vehicle control device of the present invention is applied to a vehicle in which a plurality of control devices including a first control device and a second control device are connected via an in-vehicle network. Wakes up and controls the electrical components and transmits the data received by the second control device to the in-vehicle network. The second control device wakes up by receiving data from another control device. Up, and has a wake-up function that sleeps when no data is received , and the data from the first control device to the in- vehicle network when the operation switch is fixed in the on state and the ignition key is off stopping the transmission, or to the first control device to receive only mode, and wherein the.
本発明によれば、電装品の作動スイッチがオン固着した場合に、第１の制御装置から第２の制御装置へのデータ送信を停止、あるいは第１の制御装置を受信限定モードに設定することで、第２の制御装置がウェイクアップ機能によって動作を継続するのを抑制できる。従って、第２の制御装置をスリープ状態にして、イグニッションオフ時の暗電流を低減できる。 According to the present invention, when the operation switch of the electrical component is fixed on, the data transmission from the first control device to the second control device is stopped, or the first control device is set to the reception limited mode. Therefore, it can suppress that a 2nd control apparatus continues operation | movement by a wakeup function. Therefore, the dark current when the ignition is turned off can be reduced by putting the second control device in the sleep state.
以下、本発明の実施形態について図面を参照して説明する。
図１は、車両用制御装置の概略構成図であり、制御対象の電装品として電動パーキングブレーキを例に取り、これを制御するＥＣＵとその周辺部を抽出して示している。この車両用制御装置は、車載ネットワーク用のＣＡＮバス１ａ，１ｂを介して相互に接続された複数のＥＣＵ（制御装置）２−１，２−２，２−３，２−４，…を備えている。ＥＣＵ２−１は、電動パーキングブレーキ３用であり、電動パーキングブレーキ３の制動と解除を行うアクチュエータ４の駆動を制御する。
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a vehicular control device. An electric parking brake is taken as an example of an electrical component to be controlled, and an ECU that controls the electric parking brake and its peripheral portion are extracted and shown. This vehicle control device includes a plurality of ECUs (control devices) 2-1, 2-2, 2-3, 2-4,... Connected to each other via CAN buses 1 a and 1 b for in-vehicle networks. ing. The ECU 2-1 is for the electric parking brake 3 and controls the driving of the actuator 4 for braking and releasing the electric parking brake 3.
ＥＣＵ２−１は、ＣＡＮ通信ＩＣ１１、オアゲート１２、ウェイクアップ回路１３、電源ＩＣ１４、マイクロコンピュータ（マイコン）１５及び電動パーキングブレーキ３の作動スイッチ（外部スイッチ）１６などを含んで構成される。このＥＣＵ２−１には、バッテリＢＡから電源が供給される電源端子Ｔ１、イグニッションキー（イグニッションスイッチ）の状態を示す信号ＩＧＮが入力されるＩＧＮ端子Ｔ２、ＣＡＮバス１ａ，１ｂにそれぞれ接続されるＣＡＮ−Ｈ，ＣＡＮ−Ｌ端子Ｔ３，Ｔ４、スイッチ端子Ｔ５，Ｔ６などが設けられている。 The ECU 2-1 includes a CAN communication IC 11, an OR gate 12, a wake-up circuit 13, a power supply IC 14, a microcomputer (microcomputer) 15, an operation switch (external switch) 16 of the electric parking brake 3, and the like. The ECU 2-1 has a power supply terminal T1 to which power is supplied from the battery BA, an IGN terminal T2 to which a signal IGN indicating the state of an ignition key (ignition switch) is input, and CAN connected to the CAN buses 1a and 1b. -H, CAN-L terminals T3 and T4, switch terminals T5 and T6, and the like are provided.
ＣＡＮ通信ＩＣ１１には、電源端子Ｔ１から電源が供給され、マイクロコンピュータ１５の制御によりＣＡＮ−Ｈ，ＣＡＮ−Ｌ端子Ｔ３，Ｔ４からＣＡＮバス１ａ，１ｂを介してＣＡＮプロトコルによるデータ通信を行う。マイクロコンピュータ１５は、ＣＡＮ通信ＩＣ１１による受信、送信及びステート設定などを制御する。そして、ＣＡＮ通信ＩＣ１１からオアゲート１２にＣＡＮウェイクアップ信号ＣＷＵを出力する。オアゲート１２には、ＩＧＮ端子Ｔ２からイグニッションキーの状態を示す信号ＩＷＵ、作動スイッチ１６からこの作動スイッチ１６の状態に連動するウェイクアップ信号ＳＷＵ、及びマイクロコンピュータ１５から自己保持信号ＳＨＳなどが入力される。 The CAN communication IC 11 is supplied with power from the power supply terminal T1, and performs data communication according to the CAN protocol from the CAN-H and CAN-L terminals T3 and T4 via the CAN buses 1a and 1b under the control of the microcomputer 15. The microcomputer 15 controls reception, transmission, state setting, and the like by the CAN communication IC 11. Then, a CAN wakeup signal CWU is output from the CAN communication IC 11 to the OR gate 12. The OR gate 12 receives a signal IWU indicating the state of the ignition key from the IGN terminal T2, a wakeup signal SWU linked to the state of the operation switch 16 from the operation switch 16, and a self-holding signal SHS from the microcomputer 15. .
ウェイクアップ回路１３は、オアゲート１２の出力信号に基づき、例えば、Ｐチャネル型ＭＯＳＦＥＴ１７として図に示した様な素子の電流通路を介して電源端子Ｔ１から電源ＩＣ１４に電源を供給するようになっている。マイクロコンピュータ１５は、ＩＧＮ端子Ｔ２から入力されるイグニッションキーの状態を示す信号ＩＧＮをモニタすると共に、スイッチ端子Ｔ６から入力されるウェイクアップ信号ＳＷＵをモニタする。作動スイッチ１６は、電源端子Ｔ１とオアゲート１２の一つの入力端子間に接続されており、オン状態になるとオアゲート１２にハイレベルのウェイクアップ信号ＳＷＵを供給する。ここでは、作動スイッチ１６をＥＣＵ２−１の電源端子Ｔ１に接続したが、車両側の電源線に直接接続しても良い。 The wake-up circuit 13 supplies power to the power supply IC 14 from the power supply terminal T1 through, for example, a current path of an element as shown in the figure as a P-channel MOSFET 17 based on the output signal of the OR gate 12. . The microcomputer 15 monitors the signal IGN indicating the state of the ignition key input from the IGN terminal T2, and also monitors the wakeup signal SWU input from the switch terminal T6. The operation switch 16 is connected between the power supply terminal T1 and one input terminal of the OR gate 12, and supplies a high level wakeup signal SWU to the OR gate 12 when turned on. Here, the operation switch 16 is connected to the power supply terminal T1 of the ECU 2-1, but it may be directly connected to the power supply line on the vehicle side.
オアゲート１２にハイレベルのウェイクアップ信号ＳＷＵが入力されると、ウェイクアップ回路１３から電源ＩＣ１４を介してマイクロコンピュータ１５に電源が供給されて稼働し、マイクロコンピュータ１５で作動スイッチ１６の状態をモニタし、電動パーキングブレーキ制動を指示していれば、駆動回路等（図示せず）を介して、アクチュエータ４を駆動して電動パーキングブレーキ３を制動状態に設定する。マイクロコンピュータ１５は、更にオアゲート１２にハイレベルの自己保持信号ＳＨＳを出力してＥＣＵ２−１の作動状態を保持する。
電動パーキングブレーキ３が制動状態で、且つイグニッションキーがオン状態において、作動スイッチ１６が電動パーキングブレーキ解除を指示した場合、あるいは例えば、エンジンが起動されてシフト操作またはその後のアクセル操作が行われたことを検出した場合には、マイクロコンピュータ１５で駆動回路等（図示せず）を介して、アクチュエータ４を駆動して電動パーキングブレーキ３を解除状態に設定する。
When a high level wakeup signal SWU is input to the OR gate 12, power is supplied from the wakeup circuit 13 to the microcomputer 15 via the power supply IC 14, and the microcomputer 15 operates to monitor the state of the operation switch 16. If the electric parking brake braking is instructed, the actuator 4 is driven via the drive circuit or the like (not shown) to set the electric parking brake 3 to the braking state. The microcomputer 15 further outputs a high-level self-holding signal SHS to the OR gate 12 to hold the operating state of the ECU 2-1.
When the electric parking brake 3 is in a braking state and the ignition key is on and the operation switch 16 instructs to release the electric parking brake, or, for example, the engine is started and a shift operation or a subsequent accelerator operation is performed. Is detected, the microcomputer 4 drives the actuator 4 via a drive circuit or the like (not shown) to set the electric parking brake 3 to the released state.
次に、上記のような構成において、図２のフローチャートにより第１の制御動作を説明する。まず、マイクロコンピュータ１５で、電動パーキングブレーキ３の作動スイッチ１６のオン固着の有無の診断を行う（ステップＳ１）。作動スイッチ１６のオン固着の診断は、マイクロコンピュータ１５でスイッチ端子Ｔ６のウェイクアップ信号（電動パーキングブレーキ３を制御するＥＣＵ２−１のウェイクアップ信号）ＳＷＵをモニタし、ウェイクアップ信号ＳＷＵが所定時間ハイレベルを継続したときにオン固着と診断する。オン固着と診断すると、イグニッションキーのオン／オフ判定を行う（ステップＳ２）。イグニッションキーのオン／オフ判定は、マイクロコンピュータ１５でＩＧＮ端子Ｔ２から入力される信号ＩＧＮをモニタすることで行う。 Next, in the configuration as described above, the first control operation will be described with reference to the flowchart of FIG. First, the microcomputer 15 diagnoses whether or not the operation switch 16 of the electric parking brake 3 is stuck on (step S1). The microcomputer 15 monitors the wakeup signal SWU (wakeup signal of the ECU 2-1 for controlling the electric parking brake 3) SWU of the switch terminal T6 by the microcomputer 15, and the wakeup signal SWU is high for a predetermined time. Diagnose as stuck on when continuing the level. If it is diagnosed that the sticking is on, the ignition key is turned on / off (step S2). The ignition key ON / OFF determination is performed by monitoring the signal IGN input from the IGN terminal T2 by the microcomputer 15.
イグニッションキーがオンと判定されると、運転者に報知して注意を促すために、例えばワーニングランプを点灯する（ステップＳ３）。一方、オフと判定された場合、すなわちＥＣＵ２−１における電動パーキングブレーキ３の作動スイッチ１６がオン固着し、且つイグニッションキーがオフの場合には、ＥＣＵ２−１からＥＣＵ２−２，２−３，２−４，…へのデータ送信（ＣＡＮ送信）を停止（ステップＳ５）、あるいはＥＣＵ２−１を受信限定モードに設定する。 If it is determined that the ignition key is on, for example, a warning lamp is lit to notify the driver and call attention (step S3). On the other hand, when it is determined to be off, that is, when the operation switch 16 of the electric parking brake 3 in the ECU 2-1 is fixed on and the ignition key is off, the ECU 2-1 to the ECUs 2-2, 2-3, 2 Data transmission (CAN transmission) to -4,... Is stopped (step S5), or the ECU 2-1 is set to the reception limited mode.
これによって、ＥＣＵ２−２，２−３，２−４，…の中のＣＡＮウェイクアップ機能を有するＥＣＵが、電動パーキングブレーキ３の作動スイッチ１６のオン固着により、ウェイクアップされるのを抑制し、ＥＣＵ２−１を除く、車両内の全てのＥＣＵ２−２，２−３，２−４，…の動作を停止させる。その後、ステップＳ３に移り、ワーニングランプを点灯する。 As a result, the ECU having the CAN wakeup function in the ECUs 2-2, 2-3, 2-4,... Is prevented from being woken up by the on-fixing of the operation switch 16 of the electric parking brake 3, All of the ECUs 2-2, 2-3, 2-4,... In the vehicle except the ECU 2-1 are stopped. Then, it moves to step S3 and turns on a warning lamp.
続いて、オン固着の復帰診断を行う（ステップＳ４）。オン固着が継続している間は復帰診断を行い、復帰するとステップＳ１に戻る。
ここで、オン固着が続くとワーニングランプが点灯し続け、消費電流が増加するので、イグニッションオフ時に一定回数、または一定時間固着が継続した場合には、ＥＣＵ２−１内の記憶装置（図示せず）に故障記録を残した上でワーニングランプを消灯するようにしても良い。
Subsequently, a return diagnosis of ON fixation is performed (step S4). While the on-fixation continues, a return diagnosis is performed.
Here, if the on-fixation continues, the warning lamp continues to be lit and the current consumption increases. Therefore, if the fixation continues for a certain number of times or for a certain period of time when the ignition is off, a storage device (not shown) in the ECU 2-1 It is also possible to turn off the warning lamp after leaving a failure record.
ステップＳ１で、オン固着無しと判定された場合には、通常動作モードとなる（ステップＳ６）。通常動作モードでは、ＣＡＮプロトコルによるデータの送受信が可能になっている。次に、イグニッションキーのオン／オフ判定を行う（ステップＳ７）。そして、オンであればステップＳ１に移動して上述した動作を繰り返し、オフであればマイクロコンピュータ１５により当該ＥＣＵ２−１の動作を停止（スリープ）して終了する。 If it is determined in step S1 that there is no on-fixation, the normal operation mode is set (step S6). In the normal operation mode, data can be transmitted and received by the CAN protocol. Next, an ignition key on / off determination is performed (step S7). And if it is on, it will move to step S1 and repeat the operation | movement mentioned above, and if it is off, operation | movement of the said ECU2-1 will be stopped (sleep) by the microcomputer 15, and it will complete | finish.
上記のような構成並びに第１の制御動作によれば、電動パーキングブレーキ３の作動スイッチ１６がオン固着した場合に、ＥＣＵ２−１からＥＣＵ２−２，２−３，２−４，…へのＣＡＮ送信を停止、あるいはＥＣＵ２−１を受信限定モードに設定するので、ＣＡＮウェイクアップ機能を有する他の装置用のＥＣＵが動作継続状態となるのを抑制できる。これによって、イグニッションオフ時の暗電流を低減でき、作動スイッチ１６のオン固着が続いてバッテリ上がりが起こるのも抑制できる。しかも、付加回路などは不要であるので、コストの上昇も抑えることができる。 According to the above configuration and the first control operation, the CAN from the ECU 2-1 to the ECUs 2-2, 2-3, 2-4,. Since the transmission is stopped or the ECU 2-1 is set to the reception limited mode, it is possible to suppress the ECU for another device having the CAN wakeup function from being in the operation continuation state. As a result, the dark current when the ignition is off can be reduced, and the battery can be prevented from being discharged after the operation switch 16 is kept on. In addition, since an additional circuit or the like is unnecessary, an increase in cost can be suppressed.
次に、図３のフローチャートにより第２の制御動作を説明する。本第２の制御動作は、ワーニングランプの消灯機能を付与したものである。まず、マイクロコンピュータ１５で、電動パーキングブレーキ３の作動スイッチ１６のオン固着の有無の診断を行う（ステップＳ１１）。作動スイッチ１６のオン固着の診断は、マイクロコンピュータ１５でスイッチ端子Ｔ６のウェイクアップ信号ＳＷＵをモニタし、所定時間ハイレベルを継続したときにオン固着と診断する。オン固着と診断すると、イグニッションキーのオン／オフ判定を行う（ステップＳ１２）。イグニッションキーのオン／オフ判定は、マイクロコンピュータ１５でＩＧＮ端子Ｔ２から入力される信号ＩＧＮをモニタすることで行う。 Next, the second control operation will be described with reference to the flowchart of FIG. The second control operation is provided with a warning lamp extinguishing function. First, the microcomputer 15 diagnoses whether the operation switch 16 of the electric parking brake 3 is stuck on (step S11). The diagnosis of the on-fixation of the operation switch 16 is performed by monitoring the wake-up signal SWU at the switch terminal T6 by the microcomputer 15 and diagnosing the on-fixation when the high level is maintained for a predetermined time. If it is diagnosed that the sticking is on, the ignition key is turned on / off (step S12). The ignition key ON / OFF determination is performed by monitoring the signal IGN input from the IGN terminal T2 by the microcomputer 15.
イグニッションキーがオンと判定されると、ワーニングランプを点灯する（ステップＳ１３）。一方、オフと判定された場合、すなわちＥＣＵ２−１における電動パーキングブレーキ３の作動スイッチ１６がオン固着し、且つイグニッションキーがオフの場合には、ＥＣＵ２−１からＥＣＵ２−２，２−３，２−４，…へのデータ送信（ＣＡＮ送信）を停止（ステップＳ１４）、あるいはＥＣＵ２−１を受信限定モードに設定する。これによって、ＥＣＵ２−２，２−３，２−４，…の中のＣＡＮウェイクアップ機能を有するＥＣＵが、電動パーキングブレーキ３の作動スイッチ１６のオン固着により、ウェイクアップされるのを抑制し、ＥＣＵ２−１を除く車両内の全てのＥＣＵ２−２，２−３，２−４，…の動作を停止させる。その後、ワーニングランプを点灯する（ステップＳ１５）。 If it is determined that the ignition key is on, the warning lamp is turned on (step S13). On the other hand, when it is determined to be off, that is, when the operation switch 16 of the electric parking brake 3 in the ECU 2-1 is fixed on and the ignition key is off, the ECU 2-1 to the ECUs 2-2, 2-3, 2 Data transmission (CAN transmission) to -4,... Is stopped (step S14), or the ECU 2-1 is set to the reception limited mode. As a result, the ECU having the CAN wakeup function in the ECUs 2-2, 2-3, 2-4,... Is prevented from being woken up by the on-fixing of the operation switch 16 of the electric parking brake 3, All the ECUs 2-2, 2-3, 2-4,... In the vehicle except the ECU 2-1 are stopped. Thereafter, the warning lamp is turned on (step S15).
次に、カウンタのカウント値Ｎを初期値０に設定し（ステップＳ１６）、オン固着を検出したので「Ｎ＋１」にカウントアップする（ステップＳ１７）。続いて、カウント値Ｎが所定値Ｍより小さいか否かを判定する（ステップＳ１８）。「Ｎ＜Ｍ」であればオン固着の復帰診断を行う（ステップＳ１９）。オン固着が継続している間はステップＳ１７に戻ってカウント値Ｎをカウントアップ「Ｎ＋１」してからカウント値判定と復帰診断を行う。ステップＳ１９で復帰したと判定されるとステップＳ１１に戻る。 Next, the count value N of the counter is set to an initial value 0 (step S16), and since ON fixation is detected, the counter is incremented to “N + 1” (step S17). Subsequently, it is determined whether or not the count value N is smaller than a predetermined value M (step S18). If “N <M”, a return diagnosis of ON fixation is performed (step S19). While the on-fixation continues, the process returns to step S17 to increment the count value N by “N + 1”, and then perform count value determination and return diagnosis. If it is determined in step S19 that the process has returned, the process returns to step S11.
ステップＳ１８で「Ｎ≧Ｍ」と判定された場合には、ワーニングランプを消灯する（ステップＳ２０）。ステップ１３でワーニングランプを点灯した場合、及びステップＳ２０でワーニングランプを消灯した場合には、ステップ２１に移動してオン固着の復帰診断を行う（ステップＳ２１）。オン固着が継続している間は復帰診断を行い、復帰するとステップＳ１１に戻る。 If it is determined in step S18 that “N ≧ M”, the warning lamp is turned off (step S20). When the warning lamp is turned on in step 13 and when the warning lamp is turned off in step S20, the process moves to step 21 to perform a return diagnosis of ON fixation (step S21). While the on-fixation continues, a return diagnosis is performed, and after returning, the process returns to step S11.
ステップＳ１１で、オン固着無しと判定された場合には、通常動作モードとなる（ステップＳ２２）。通常動作モードでは、ＣＡＮプロトコルによるデータの送受信が可能になっている。次に、イグニッションキーのオン／オフ判定を行う（ステップＳ２３）。そして、オンであればステップＳ１１に移動して上述した動作を繰り返し、オフであればマイクロコンピュータ１５により当該ＥＣＵ２−１の動作を停止（スリープ）して終了する。 If it is determined in step S11 that there is no on-fixation, the normal operation mode is set (step S22). In the normal operation mode, data can be transmitted and received by the CAN protocol. Next, the ignition key is turned on / off (step S23). And if it is on, it will move to step S11 and repeat the operation | movement mentioned above, and if it is off, operation | movement of the said ECU2-1 will be stopped (sleep) by the microcomputer 15, and it will complete | finish.
上記のような構成並びに第２の制御動作では、上述した第１の制御動作による効果に加えて、オン固着がＭ回以上続くとワーニングランプを消灯するので、ワーニングランプが点灯し続けることはなく、より消費電流を削減でき、バッテリ上がりの危険性を更に低減できる。 In the above-described configuration and the second control operation, in addition to the effect of the first control operation described above, the warning lamp is turned off when the on-fixation continues M times or more, so the warning lamp does not continue to be lit. The current consumption can be further reduced, and the risk of battery exhaustion can be further reduced.
なお、上述した実施形態では、電動パーキングブレーキを制御するＥＣＵを含む車両用制御装置を例に取って説明したが、本発明は上述した実施形態に限定されるものではなく、要旨を逸脱しない範囲で変形して実施することが可能である。
すなわち、ＣＡＮなどの車載ネットワークで接続された複数のＥＣＵを備える車両用制御装置において、特定のＥＣＵで制御される電装品の作動スイッチがオン固着し、且つイグニッションキーがオフの場合に、当該ＥＣＵから他のＥＣＵへのデータ送信を停止させる、あるいは当該ＥＣＵを受信限定モードに設定する。
In the above-described embodiment, the vehicle control device including the ECU that controls the electric parking brake has been described as an example. However, the present invention is not limited to the above-described embodiment, and does not depart from the gist. It is possible to carry out with modification.
That is, in a vehicle control device including a plurality of ECUs connected by an in-vehicle network such as CAN, when an operation switch of an electrical component controlled by a specific ECU is fixed on and the ignition key is off, the ECU The data transmission from one to another ECU is stopped, or the ECU is set to the reception limited mode.
これによって、特定のＥＣＵで制御される電装品の作動スイッチのオン固着により、当該ＥＣＵに車載ネットワークで接続された複数のＥＣＵの中のＣＡＮウェイクアップ機能を有するＥＣＵがウェイクアップされるのを抑制できる。これによって、特定のＥＣＵを除く、車両内の全てのＥＣＵの動作を停止させて消費電流を削減でき、バッテリ上がりの危険性も低減できる。 This suppresses the wake-up of an ECU having a CAN wake-up function among a plurality of ECUs connected to the ECU by an on-fixed operation switch of an electrical component controlled by the specific ECU. it can. As a result, the operation of all ECUs in the vehicle, excluding a specific ECU, can be stopped to reduce current consumption, and the risk of battery exhaustion can also be reduced.
１ａ，１ｂ…ＣＡＮバス、２−１，２−２，２−３，２−４…ＥＣＵ（制御装置）、３…電動パーキングブレーキ（電装品）、４…アクチュエータ、１１…ＣＡＮ通信ＩＣ、１２…オアゲート、１３…ウェイクアップ回路、１４…電源ＩＣ、１５…マイクロコンピュータ、１６…作動スイッチ DESCRIPTION OF SYMBOLS 1a, 1b ... CAN bus, 2-1, 2-2, 2-3, 2-4 ... ECU (control apparatus), 3 ... Electric parking brake (electrical equipment), 4 ... Actuator, 11 ... CAN communication IC, 12 ... OR gate, 13 ... wake-up circuit, 14 ... power supply IC, 15 ... microcomputer, 16 ... actuation switch
Claims (5)
前記第１の制御装置は、作動スイッチのオンによりウェイクアップし、電装品を制御するとともに、前記第２の制御装置によって受信されるデータを前記車載ネットワークへ送信し、
前記第２の制御装置は、他の制御装置からのデータの受信によってウェイクアップし、データを受信しないときにスリープするウェイクアップ機能を有し、
前記作動スイッチがオン状態で固着し、且つイグニッションキーがオフの場合に、前記第１の制御装置から前記車載ネットワークへのデータ送信を停止、あるいは前記第１の制御装置を受信限定モードにする、ことを特徴とする車両用制御装置。 A plurality of control devices including first and second control devices are applied to a vehicle connected via an in-vehicle network,
The first control device wakes up by turning on an operation switch, controls electrical components, and transmits data received by the second control device to the in-vehicle network,
The second control device has a wake-up function that wakes up by receiving data from another control device and sleeps when no data is received;
When the operation switch is fixed in the on state and the ignition key is off, the data transmission from the first control device to the in- vehicle network is stopped, or the first control device is set to the reception-restricted mode . A control apparatus for a vehicle.
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| PCT/JP2016/054886 WO2016147793A1 (en) | 2015-03-17 | 2016-02-19 | Vehicular control device and method for controlling same |
| US15/558,804 US10497189B2 (en) | 2015-03-17 | 2016-02-19 | Vehicular control device and method of controlling vehicular control device |
| DE112016001241.1T DE112016001241B4 (en) | 2015-03-17 | 2016-02-19 | VEHICLE CONTROL DEVICE AND METHOD FOR CONTROLLING A VEHICLE CONTROL DEVICE |
| CN201680016141.XA CN107428297B (en) | 2015-03-17 | 2016-02-19 | Vehicle control device and control method thereof |
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| CN110371055B (en) * | 2018-04-12 | 2022-09-23 | 上海汽车集团股份有限公司 | Method and device for analyzing automobile power signal |
| US11639142B2 (en) | 2019-01-11 | 2023-05-02 | Ford Global Technologies, Llc | Electronic control module wake monitor |
| CN112491671B (en) * | 2019-09-11 | 2022-04-19 | 广州汽车集团股份有限公司 | Method, system and vehicle CAN network gateway for monitoring vehicle feeding problem |
| JP7352166B2 (en) * | 2019-10-31 | 2023-09-28 | 株式会社オートネットワーク技術研究所 | In-vehicle communication system, in-vehicle communication device and communication method for vehicle |
| CN111845688B (en) * | 2020-07-09 | 2022-04-29 | 北京汽车股份有限公司 | EPB control method and device, vehicle key and vehicle |
| US12164354B2 (en) * | 2020-10-07 | 2024-12-10 | Hitachi Astemo, Ltd. | Electronic control device and method for diagnosing wake-up circuit |
| CN114740814A (en) * | 2021-01-07 | 2022-07-12 | 长沙中车智驭新能源科技有限公司 | Finished automobile control method based on cloud control system, cloud control system and electric framework |
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| US20040113494A1 (en) * | 2000-09-01 | 2004-06-17 | Karuppana Samy V. | Daytime running light control using an intelligent power management system |
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| DE112016001241T5 (en) | 2017-12-14 |
| CN107428297A (en) | 2017-12-01 |
| DE112016001241B4 (en) | 2026-02-12 |
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